Fluid actuated apparatus for preventing release of contaminants from an internal combustion engine



April 1957 F. E. M KINLEY FLUID ACTUATED APPARATUS FOR PREVENTING RELEASE OF CONTAMINANTS FROM AN INTERNAL COMBUSTION ENGINE Filed March 19, 1956 ELK/#4057 INVENTOR. flew 5 Mck/Nziy 86% W M flrraeww FLUID ACTUATED APPARATUS FUR PREVENT- ING RELEASE OF CONTAMINANT FROM AN INTERNAL COMBUSTION ENGINE Fred E. McKinley, Paramount, Calif.

Application March 19, 1956, Serial No. 572,27 8

6 Claims. (Cl. 123-119) The present invention relates generally to the field of internal combustion engines and more particularly to a novel apparatus for preventing the release of contaminants from the exhaust thereof.

it is well known that the exhaust gases issuing from the internal combustion engines of automotive vehicles constitute a prime source of the so-called smog which exists in and around the principal population centers of the country. The harmful efiects of this smog upon both animate and inanimate objects is. likewise very well known. Although many forms of apparatus for preventing the release of contaminants from the exhaust gases of such engines have been heretofore-proposed, such devices have for various reasons proven to be unsatisfactory and accordingly are not now in general usage.

It is a major object of the present invention to provide an effective apparatus for preventing the release of contaminants from the exhaust of an internal combustion engine.

Another object of the invention is to provide. an apparatus of the aforedescribed nature which may be readily installed upon the engine of any conventional automotive vehicle.

It is another object of the invention to provide apparatus of the aforedescribed nature which includes meansfor re-cycling exhaust gas through the intake manifold of the engine (luring deceleration.

Another object is to provide apparatus of the aforedescribed nature that is simple in design and rugged of construction whereby it may afford a long and troublefree service life.

It is yet another object to provide apparatus of this nature that is foolproof and entirely automatic in operation.

A further object is to provide apparatus of the aforedescribed nature which does not in any way afiect the operation of the engine during other than deceleration conditions.

Another object is to provide apparatus of the aforedescribed nature which is compact in size and light in weight.

These and other objects and advantages of the present invention will become apparent from the following detailed. description, when taken in conjunction with the appended drawings, wherein:

Figure 1 is a partially diagrammatic side elevational view of a preferred form of apparatus embodying the present invention mounted upon a conventional internal combustion engine;

Figure 2 is a view similar to Figure 1 but showing the parts. of said apparatus during deceleration of said engine;

Figure 3 is an'enlarged' vertical sectional view showing' a. detail of said apparatus; and

Figure 4, is a diagrammatic view showing certain parts of said apparatus during idling of said. engine.

Referring to the drawings, a preferred form of apparatus embodying the present. invention. is shown mountedv upon the side of an internal combustion engine nited States Patent having an intake manifold I, an exhaust manifold E, a carburetor C and a conventional electric generator G. The exhaust manifold I is connected to a tail pipe T. The carburetor is controlled by an accelerator pedal A.

The carburetor C is carried by a hollow support 10. One side of this carburetor support 10 is formed with a flanged opening 12. The upper end of a curved by-pass pipe 14 is rigidly secured to this flanged opening 12. The lower end of the by-pass pipe 14 is rigidly secured to a T-fitting 16. The upper end of the T-fitting 16 is connected to a flanged opening 18 formed in the exhaust manifold E. The lower end of the T-fitting 16 is rigidly secured to the front of the tail pipe T. A fuel shut-off valve 22 is mounted within the carburetor support 10 above the flanged opening 12 so as to control communication between the carburetor C and the intake manifold I. A re-cycling valve 24 is also mounted within the carburetor support 10- adjacent the flanged opening 12. This re-cycling valve 24 controls communication between the by-pass pipe 14 and the intake manifold 1.

Referring to Figure 1, during operation of the engine other than deceleration, the fuel shut-off valve 22 will be arranged in open position while the re-cycling valve 24 will be arranged in a closed position. Accordingly, the carburetor C will be in free communication with the intake manifold I while the re-cycling valve 24- will prevent the fl'ow of re-cycled exhaust gas into the intake manifold. Referring now to Figure 2, during deceleration of the engine, however, the fuel shut-off valve 22 will be arranged in a closed position while the recycling valve 24 will. be open. Accordingly, during deceleration of the engine the closed fuel shut-off valve 22' will prevent the flow of fuel from the carburetor C to the intake manifold I while at the same time the opened re-cycling valve 24 will permit exhaust gases to be re-cycled from the exhaust manifold E into the intake manifold I.

More particularly, both the fuel shut-off valve 22 and the re-cycling valve 24 may be of the butterfly type. Other types of valves, however, may also prove satisfactory. The. fuel shut-off valve 22-is pivotally supported within the carburetor support It) by means of a horizontal shaft 26. The re-cycling valve 24 is likewise pivotally supported within the carburetor support 10 by a second horizontal shaft 28. Externally of the carburetor support 10 the shaft 26 is keyed to a crank 30. The horizontal shaft 28 is likewise keyed to a second crank 32 aligned with the first crank 30. The free ends of these cranks 3i) and 32 are pivotally interconnected by a rigid lever 34. The first crank 30 is formed with an extension 36'. This extensionis pivotally connected to the free end of a plunger rod 38 reciprocally mountedrwithin afluid cylinder 40. The plunger 38 is constantly biased towards its extended position of Figure 1 by a coil compression spring 44. This compression spring 44 is interposed between the front of the fluid. cylinder 40 and a retainer 42 that is affixed to the front portion of the plunger 38. The mid-portion of the fluid cylinder 40 is pivotally interconnected to a bracket 46 formed on the carburetor support 10, by means of a horizontal pivot pin 48. As shown in. Figure 2, the end of the plunger rod 38 disposed within the fluid cylinder 40 is formed with a piston 50. This piston 50 has a sliding. engagement with the inner walls of the fluidcylinder 40. The front portion of the fluid cylinder 40 is connected. to the discharge 53 of an electrically operated main control. valve- 54. The input 56 of this valve 54 is connected to the discharge 58 of a fluid pump 60. This pump may be of conventional construction and driven by a belt. 62v from the engines drive shaft (not shown). The main control valve 54 includes an exhaust 64. One terminal 66 of the main control valve 54 is grounded by a lead 68. The. other terminal 70 is connected by a lead 72 to an electric switch 74.

The switch 74 is mounted at the lower endof a bracket 76 which is afiixed to the vehicles floor board 78. An actuator button 80 protrudes from the rear of the microswitch 74. The accelerator pedal A is connected to the carburetor C by suitable conventional linkage. .This linkage includes a horizontally extending, longitudinally. movable rod 82. A bumper member 84 is rigidly afiixed to this rod 82. The upper end of the bumper member 84carries a set screw 86. The front end of the set screw 86 is aligned with the actuator button 80 that protrudes from the rear of the switch 74. As indicated in Figure 1 at such time as the accelerator pedal A is depresed, the set screw 86 will be spaced rearwardly and out of engagement of the switch button 80. At this time the parts of the switch 74 will be disposed in an off position. Referring now to Figure 2, when the accelerator pedal A is released, the rod 82 will be moved to its forward position so that the set screw 86 engages and depresses the switch buton 88. This will cause the parts of the microswitch 74 to be moved to an on position. The upper terminal 88 of the switch 74 is connected by a lead 90 to the vehicles battery 92. The lower terminal 94 of the microswitch is connected to the aforedescribed lead 72, the opposite end of this lead being connected to the right-hand terminal 70 of the main control valve 54. With this arrangement, at such time as the accelerator pedal A is depressed as in Figure 1, the parts of the main valve 54 willl be so arranged that air pumped thereinto from the pump 60 will be exhausted through the exhaust 64. When the accelerator pedal is released, however, current will flow from the battery 92 to the main control valve 54 so as to cause its parts to be so actuated as to cause super atmospheric air from the pump 60 to flow through the discharge 53 and conduit 52 into the front portion of the fluid cylinder 40. The presence of this super atmospheric air within the cylinder will force the piston 50 rearwardly. Accordingly, the plunger rod 38 will be retracted within the fluid cylinder to its position of Figure 2. In this manner, the fluid shut-off valve 22 will be closed while the re-cycling valve 24 is concurrently opened. I

Withparticular reference to Figure 4, there is interposed in the conduit 52 an electrically operated auxiliary control valve 100. One terminal 102 of this valve is grounded by means of a first lead 104. The other terminal 106 is connected by a second lead 108 to the output side of a low output circuit closing switch 110. The input side of the latter is connected by a lead 112 to the battery 92. The low output circuit closing switch 110 may be similar to that shown in my co-pending application Serial No. 572,276, filed March 19, 1956, and entitled Dual Solenoid Controlled Apparatus for Preventing Release of Contaminants From an Internal Combustion Engine. This switch is adapted to complete a circuit from the battery 92 and lead 112 to lead 108 and hence the auxiliary control valve 100 when the output of the generator G falls below a predetermined value. When the generators output is above this predetermined value, the switch 110v prevents the flow of current from lead 112 to lead 108. When electric current is caused to fiow from the battery 92 to the auxiliary control valve 100, the parts of this valve are so actuated as to open the conduit 52 to the atmosphere through an exhaust 120 formed on one side of this valve. Referring to Figure 4, this will cause air from the pump 60 to be exhausted into the atmosphere. Additionally, the interior of the front portion of the fluid cylinder 40 will be connected to atmosphere so as to permit any air trapped therein to be exhausted.

In operation and referring to Figure 1, assuming the vehicles driver is exerting downward pressure upon the accelerator pedal A, the set screw 86 of the bumper 84 will be spaced rearwardly from the switch button 80. Accordingly, no electric current may pass between the battery 92 and the main control valve 54. The parts of the main control. valve 54 will therefor be so arranged as to cause the super atmospheric air from the blower 60 to pass out of the exhaust 64. Thus, the spring 38 will maintain the fuel shut-off valve 22 open and the recycling valve in a closed position. Referring now to Figure 2 and assuming that the vehicle is undergoing forward motion, when the driver releases the accelerator pedal A, the set screw 86 will engage and depress the switch button 80. The parts of the switch 74 will then be urged to an on" position. Accordingly, current will flow from the battery 92 to the main control valve 54. The latter will be thereby actuated so as to cause the super atmospheric air from the pump 60 to flow through the discharge 53 and conduit 52 into the front portion of the fluid cylinder 40. In this manner, the piston 50 and hence the plunger rod 38 will be retracted relative to the fluid cylinder 40. The fuel shut-off valve 22 and the recycling valve 24 will thereby be caused to rotate in a clockwise direction to their positions of Figure 2. Referring to Figure 3 these valves will move from their solid outline position therein to their dotted outline position therein. This will cause the flow of fuel from the carburetor C into the intake manifold I to be cut off. Concurrently, exhaust gases will be free to recycle from the exhaust manifold E through the by-pass pipe 14 into the intake manifold 1. Under these conditons the contaminants usually produced by the engine during deceleration due to an excess of fuel within its combustion chambers will not come into existence. Additionally, the intake manifold I will be maintained in a heated and dry condition by the re-cycled exhaust gases. Accordingly, when the fuel shut-off valve 22 is again opened the fuel flowing into the intake manifold will be sufiiciently vaporized as to undergo immediate combustion. The introduction of exhaust gas within the intake manifold I below the fuel shut-off valve 20 also prevents the fuel from being drawn around the periphery of the fuel shut-off valve 22 due to the high vacuum normally created within the intake manifold during deceleration of the engine.

Assuming that the vehicle comes to a stop with the accelerator pedal A released, the electric current generated by the generator G will gradually decrease. As the current decreases below a predetermined value, e. g. that existing when the engine is idling, the low output circuit closing switch will interconnect leads 112 and 108 so as to permit electric current to flow from the battery 92 to the auxiliary control valve 100. Referring to Figure 4, upon this occurrence the parts of the auxiliary control valve will be so actuated as to connect the conduit 52 to atmosphere. Air from the pump 60 will thereafter be exhausted to atmosphere. Additionally, the air previously trapped within the front portion of the fluid cylinder 40 will be free to escape. The spring 44 will then be free to return the plunger 38 to its extended position of Figure 1. In this manner, the fuel shut-off valve 22 will again be opened while the recycling valve 24 is concurrently closed.

Assuming that the vehicle is again accelerated after a deceleration period without coming to a stop, the depression of the accelerator pedal A will serve to retract the set screw 86 from the switch button 80. This will cause the parts of the switch 74 to be moved to an off position and thereby cut off the flow of electric current from the battery 92 to the main control valve 54. The parts of the main control valve 54 will then move into position to cause air from the blower 60 to be exhausted through the exhaust 64.

Although the intake manifold I is shown as being connected to a conventional carburetor, it will be apparent that various other fueling devices may be employed such as a conventional fuel injection arrangement. Additionally, although the fluid pump 60 is described as being of the positive type, it could be a vacuum type and the action of cylinder 40 and piston 50 reversed. Moreover, if suit able piping is employed the pump 60 may be utilized to S pump a liquid rather than air for, actuating the cylinder and piston. It will also be apparent that various other modifications and changes may be made with respect to the foregoing description without departing from the spirit of the invention or the scope of the following claims.

I claim:

1. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a recycling valve for controlling the passage of exhaust gas through said pipe. means; means normally maintaining said fuel shut-off valve open and said re-cycling valve closed; a fluid pump driven by said engine; fluid-actuated power transfer means operatively connected to said valves; fluid conduit means interconnecting said pump and said power-transfer means; main control valve means connected to said accelerator whereby when said accelerator is depressed communication between said pump and said power-transfer means is blocked and when said accelerator is released communication therebetween is established so that said powertransfer means will close said fuel shut-off valve and concurrently open said re-cycling valve; and auxiliary control valve means operatively connected to said generator for automatically blocking communication between said pump and said power-transfer means when the rotational speed of said engine falls below a predetermined value whereby said fuel shut-off valve will be re-opened and said recycling valve will be concurrently closed even though said accelerator is released.

2. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a recycling valve for controlling the passage of exhaust gas through said pipe means; means normally maintaining said fuel shut-off valve open and said re-cycling valve closed; a fluid pump driven by said engine; fluid-actuated cylinder and piston means operatively connected to said valves; fluid conduit means interconnecting said pump and said cylinder and piston means; main control valve means connected to said accelerator whereby when said accelerator is depressed communication between said pump and said cylinder and piston means is blocked and when said accelerator is released communication therebetween is established so that said cylinder and piston means will close said fuel shut-off valve and concurrently open said re-cycling valve; and auxiliary control valve means operatively connected to said generator for automatically blocking communication between said pump and said cylinder and piston means when the rotational speed of said engine falls below a predetermined value whereby said fuel shut-off valve will be re-opened and said re-cycling valve will be concurrently closed even though said accelerator is released.

3. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; 21 fuel shut-off valve interposed between said carburetor and said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a re-cycling valve for controlling the flow of exhaust gas through said pipe means; spring means normally biasing said fuel shut-off valve open and said re-cycling valve closed; a fluid pump driven by said engine; fluid-actuated cylinder and piston means operatively connected to said valves; fluid conduit means interconnecting said pump and said cylinder and piston means; a main control valve c nnected to said. accelerator whereby when said accelerator is depressed communication between said pump and said cylinder and piston means is blocked and when said accelerator is released communication therebetween is established so that said cylinder and piston means may close said fuel shut-off valve and concurrently open said re-cycling valve; and an auxiliary control valve operatively connected to said generator for automatically blocking communication between said pump and, said cylinder and piston means when the rotational speed of said engine falls below a predetermined value whereby said spring means may re-open said fuel shut-off valve and concurrently close said re-cycling valve even though said accelerator is released.

4. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and. said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a recycling valve for controlling; the. passage of exhaust gas through said pipe means; means normally maintaining said fuel shut-off valve open and said recycling valve closed; a fluid pump driven by said engine; fluid-actuated power-transfer means operatively connected to said valves; fluid conduit means interconnecting said pump. andsaid power-transfer means; a main control valve controlling communication between said pump and said power-transfer means; an electric switch operable by said accelerator for actuating said main control valve, said switch causing said main control valve to block communication between said pump and said power-transfer means when said accelerator is depressed whereby said fuel shaut-off valve will be closed and said re-cycling valve will be concurrently opened and said switch permitting said control valve to establish communication between said pump and said power-transfer means when said accelerator is released whereby said fuel shut-off valve will be reopened and said re-cycling valve concurrently closed; an auxiliary control valve controlling communication between said pump and said powertransfer means; and a low output circuit closing switch for actuating said auxiliary control valve, said low output circuit closing switch being operated by said generator so as to cause said auxiliary control valve to automatically block communication between said pump and said power-transfer means when the rotational speed of said engine falls below a predetermined value whereby said fuel shut-off valve will be re-opened and said re-cycling valve will be concurrently closed even though said accelerator is released.

5. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a re-cycling valve for controlling the passage of exhaust gas through said pipe means; means normally maintaining said fuel shut-off valve open and said re-cycling valve closed; a fluid pump driven by said engine; fluid-actuated cylinder and piston means operatively connected to said valves; fluid conduit means interconnecting said pump and said cylinder and piston means; a main control valve controlling communication between said pump and said cylinder and piston means; an electric switch operable by said accelerator for actuating said main control valve, said switch causing said main control valve to block communication between said pump and said cylinder and piston means when said accelerator is depressed whereby said fuel shutoff valve will be closed and said re-cycling valve will be concurrently opened and said switch permitting said control valve to establish communication between said pump and said cylinder and piston means when said accelerator is released whereby said fuel shut-off valve will be reopened and said re-cycling valve concurrently closed; an auxiliary control valve controlling communication between said pump and said cylinderand piston means; and a low output circuit closing switch for actuating said auxiliary control valve, said low output circuit closing switch being operated by said generatorrso as to cause said auxiliary control valve to automatically block communication between said pump and said cylinder and piston means when the rotational speed of said engine falls below a predetermined value whereby said fuel shut-oil valve will be re-opened and said re-cycling valve will be concurrently closed even though said accelerator is released.

6. Apparatus for preventing release of contaminants from the exhaust of an internal combustion engine during deceleration, said engine including an intake manifold, a carburetor, an accelerator and a generator, comprising: a fuel shut-off valve interposed between said carburetor and said intake manifold; pipe means interconnecting said exhaust and said intake manifold; a re-cycling valve for controlling the passage of exhaust gas through said pipe means; spring means normally biasing said fuel shut-off valve open and said re-cycling valve closed; a fluid pump driven by said engine; fluid-actuated cylinder and piston means operatively connected to said valves; fluid conduit means interconnecting said pump and said cylinder and piston means; a main control valve controlling communication between said pump and said cylinder and piston means; an electric switch operable by said accelerator for actuating said main control valve, said switch causing said main control valve to block communication between said pump and said cylinder and piston means when said accelerator is depressed whereby said fuel shut-off valve will be closed and said re-cycling valve will be concurrently opened and said switch permitting said control valve to establish communication between said pump and said cylinder and piston means when said accelerator is released whereby said fuel shut-off valve will be reopened and said re-cycling valve concurrently closed; an auxiliary control valve controlling communication between said pump and said cylinder and piston means; and a low output circuit closing switch for actuating said auxiliary control valve, said low output circuit closing switch being operated by said generator so as to cause said auxiliary control valve to automatically block communication between said pump and said cylinder and piston means when the rotational speed of said engine falls below a predetermined value whereby said spring means may re-open said fuel shut-off valve and concurrently closed said re-cycling valve even though said accelerator is released.

No references cited. 

